2014 honda nc750x - Centre Honda Genève

2014 honda nc750x - Centre Honda Genève
Press information for NC750X 2014
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2014 HONDA NC750X
Press release date: Monday 4th November, 18:30 CET
Model updates: The addition of an extra 75cc, more power and torque, twin balancer
shafts, new exhaust muffler and taller gearing – plus a host of detail upgrades
including ABS now fitted as standard, and revised software for the optional DCT
gearbox – further improve one of the most cost-effective and all-round useful
motorcycles available.
Contents:
1 Introduction
2 Model overview
3 Key features
4 Accessories
5 Technical specifications
1. Introduction
The NC700X – launched two years ago as a brand new model, part of a 3-bike
platform – has achieved an impressive level of sales, becoming one of the best
selling motorcycles in Europe. Its combination of torque-laden parallel twin-cylinder
engine, frugal fuel economy and tough adventure-style chassis, riding position and
looks has won it recognition from thousands of customers as a superb, stylish do-itall tool.
Launched as a Fun Crossover Commuter concept from Honda, loaded with a great
deal of fresh thinking and new technologies, its sheer all-round competence – with
convenient details like helmet storage space where the fuel tank would normally be –
made it a truly useful motorcycle both for day-to-day living and weekend touring.
For 2014, Honda has added to its range the NC750X - a bike designed to offer more
of what every rider liked about the original, and nothing less.
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Press information for NC750X 2014
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2. Model Overview
A larger 745cc engine capacity gives the NC750X more power and torque throughout
the entire rev-range, whilst delivering the pride in ownership of a full 750cc
motorcycle. *
The gearing is taller but acceleration and top speed are both improved, while the
addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet
characterful engine feel.
Additional instrumentation, plus a span-adjustable brake lever, 2-channel ABS,
revised seat material and off-road pattern tyres round out the updates. Still affordable
to buy and run – and still made in Japan – the NC750X offers high build quality and
the option of Honda’s unique Dual Clutch Transmission (DCT) six-speed gearbox.
The DCT itself has received software updates and offers an even more intuitive
riding experience.
Over the last two years the NC700X has proved itself a unique and compelling twowheeled proposition – and the NC750X is even better.
*A 35kW NC700X with DCT remains available for A2 licence holders.
3. Key Features
3.1 Engine
An extra 75cc capacity has been added to the liquid-cooled, SOHC 8-valve parallel
twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at
80mm, as does compression ratio of 10.7:1. Peak power is boosted to 40.3kW @
6,250rpm with maximum torque of 68Nm @ 4,750rpm. Both power and torque
curves are considerably stronger throughout the entire rev-range.
The design of the NC750X engine ensures punchy performance in the low-to-mid
range. Its relatively long-stroke architecture and specially shaped combustion
chambers combine with the high-inertial mass crankshaft to produce large amounts
of effortless torque from very low rpm.
In addition, for 2014 Honda’s engineers have added an extra balancer shaft to inject
the engine with just the right amount of ‘good’ vibration. The effect of the twin
balancers is to counteract vibration from higher rpm inertia, making the engine feel
more refined, yet still with the distinct “throb” delivered by its 270° firing order.
A new muffler design with revised internals to regulate backpressure due to the
capacity increase further adds to the riding experience, with a more characterful beat
and exhaust note.
The overall gearing is now 6% taller, giving increased top speed and more relaxed
highway cruising; another effect of the taller gearing is to broaden the usable rpm
range relative to road speed For those choosing the DCT option – 34% in the first
nine months of 2013 – the gearing is 6% taller across 1st to 5th gears, and 3% taller in
6th.
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Press information for NC750X 2014
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There are other benefits to the NC750X’s innovative engine configuration. It is both
practical and efficient in terms of layout, freeing up space within the body of the
motorcycle – thus making room for the large storage compartment, capable of taking
a full-face helmet.
By keeping the number of parts to a minimum, the engine is kept light (it weighs
62.4kg, 69.2kg in DCT form), efficient and reliable. There is just one 36mm throttle
body and where possible components are made to do more than one job; the
camshaft drives the water pump, while one of the balancer shafts drives the oil
pump.
Thanks to extensive stoichiometric analysis during development the engine is always
fed the exact fuel/air ratio required for a complete and clean burn at all rpm in any
riding situation. Fuel consumption of 28.9km/l (WMTC mode) is particularly
impressive and goes a long way toward making the NC750X inexpensive to run dayto-day. It also extracts a 400km plus range from the 14.1-litre underseat fuel tank.
The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel
injection system supplies the optimum amount of fuel/air mixture thanks to an oxygen
sensor in the exhaust. A revised high-absorption catalyser is located close to the
engine – as a result the catalyst reaches operating temperature quickly after a cold
start, further reducing emissions.
3.2 Dual Clutch Transmission (DCT)
Available as an option on the NC750X, Honda’s second-generation DCT gearbox
offers a unique combination of direct riding feel and ease of use. A world first for
motorcycles when launched on the VFR1200F in 2010, it delivers consistent,
seamless gear changes, and very quickly becomes second nature in use.
The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for
2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for
compact packaging. Each clutch is independently controlled by its own electrohydraulic circuit. When a gear change occurs, the system pre-selects the target gear
using the clutch not currently in use. The first clutch is then electronically disengaged
as, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin
clutches transfer drive from one gear to the next with minimal interruption of the drive
to the rear wheel, any gear change shock and pitching of the machine is minimised,
making the change feel direct as well as smooth.
With extra benefits such as durability (as the gears cannot be damaged by missing a
gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,
DCT has seen increasing acceptance in the market: 34% of NC700X customers
chose the DCT option across Europe in the first nine months of 2013, compared with
20% in the whole of 2012.
Three modes of operation are available. MT mode gives full manual control, allowing
the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal
for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode
is sportier and the ECU lets the engine rev a little higher before shifting up, giving
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Press information for NC750X 2014
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greater performance. It also shifts down sooner when decelerating for extra engine
braking.
In either D or S mode DCT offers immediate manual intervention if required – the
rider simply selects the required gear using the up and down shift triggers. At an
appropriate time DCT seamlessly reverts back to automatic mode, depending on
throttle angle, vehicle speed and gear position.
Furthermore, in “D” mode, the DCT system detects variations in rider input typical to
certain environments, from busy urban streets to mountain switchbacks, and adapts
its gear change schedule accordingly to create an extra level of riding compatibility.
For the NC750X, upgrades to the software and operating logic ensure an even more
intuitive system; downshifts in D and S mode happen earlier for a more responsive
feel and extra engine braking, making corner entry natural. Kick down is also
smoother thanks to faster gear changes.
3.3 Chassis
The NC750X’s rugged steel diamond frame delivers the high levels of rigidity
required for agile, responsive handling in a variety of conditions. It’s also ideal where
space is at a premium, since it takes up very little volume but offers superb riding
dynamics. Rake is set at 27° with trail of 110mm, wheelbase of 1,540mm and
front/rear weight distribution of 48/52. Kerb weight is 219kg (229kg DCT).
Seat height is 830mm and the seat itself features a new cover for improved grip. The
riding position is upright and neutral, with a high viewpoint for enhanced hazard
perception; the addition of a 6-position span-adjustable brake lever for 2014 adds
adaptability. Another advantage of this adventure-style riding position is great lowspeed control – combined with the low centre of gravity and 35 degree steering lock,
the result is exceptional low-speed handling and balance.
And thanks to a carefully shaped fairing the NC750X is equally comfortable when
cruising at speed; the windscreen and bodywork divert wind around the rider,
minimising fatigue.
41mm telescopic forks feature 153.5mm stroke. The rear monoshock has 150mm
travel and operates through Pro-Link which offers an optimised balance of a soft
initial stroke, for dealing with low-speed bumps, together with excellent control.
The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to
modulate stopping power, complemented by the rear 240mm wavy disc and singlepiston caliper. Lightweight two-channel ABS – fitted as standard equipment – greatly
reduces the chance of wheel lock-ups on slippery or wet road surfaces. Cast
aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear
120/70 ZR17 and 160/60 ZR17 tyres.
The clear and easy-to-read instrument display features a digital speedometer, digital
bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for
2014 include a gear position indicator and ‘instant’ and ‘average’ fuel consumption.
The NC750X features the Honda Ignition Security System (HISS), an effective antitheft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine
Control Unit (ECU) do not match, the engine will not start.
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With this electronic inter-lock system, the engine will only fire when one of the keys
with the correct ID chip is used. Also, even if attempts are made to hot-wire the
engine, or substitute the ignition switch module because it’s the ECU that’s in control
the engine will not start.
The NC750X will be available in the following colour options:
Sword Silver Metallic
Graphite Black
Matt Pearl Glare White
Candy Arcadian Red
4. Accessories
As the NC750X will be often used for light-duty touring – as well as commuting – a
range of dedicated Honda Genuine Accessories are available to tailor its
specification perfectly. They include:
35L top box
45L top box on/off
29L pannier kit
Pannier kit decoration panel
Top box 35L inner bag
Top box 45L inner bag
Pannier inner bag set
DCT footshift gear lever
High windscreen
Front side cowl panel
Leg deflector kit
Foot deflector kit
LED fog lamp Kit
Accessory pipe
Grip heater kit
12V DC socket kit
Main stand
Alarm
U-lock
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5. Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke 8-valve, SOHC
parallel 2-cylinder
Displacement
745cc
Bore × Stroke
77mm x 80mm
Compression Ratio
10.7 : 1
Max. Power Output
40.3kW @ 6,250rpm (95/1/EC)
Max. Torque
68Nm @ 4,750rpm (95/1/EC)
Oil Capacity
MT : 3.7L
DCT : 4.1L
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
14.1 litres
Fuel Consumption
MT: 28.9km/l (WMTC mode)
DCT: 28.9km/l (WMTC mode-Tested in
D-Mode)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V/11.2AH
ACG Output
MT : 420W/5000rpm
DCT : 450W/5000rpm
DRIVETRAIN
Clutch Type
MT
Wet multiplate hydraulic clutch
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DCT:Wet multiplate hydraulic 2-clutch
Transmission Type
MT: 6-speed Manual Transmission
DCT: 6-speed Dual Clutch Transmission
Final Drive
Chain
FRAME
Type
Diamond; steel pipe
CHASSIS
Dimensions (L×W×H)
2210mm x 840mm x 1285mm
Wheelbase
1540mm
Caster Angle
27°
Trail
110mm
Seat Height
830mm
Ground Clearance
165mm (minimum)
Kerb Weight
MT: 219kg
DCT: 229kg
SUSPENSION
Type Front
41mm telescopic fork, 153.5mm stroke
Type Rear
Monoshock damper, Pro-Link swingarm,
150mm travel
WHEELS
Type Front
Multi-spoke cast aluminium
Type Rear
Multi-spoke cast aluminium
Rim Size Front
17M/C x MT3.50
Rim Size Rear
17M/C x MT4.50
Tyres Front
120/70-ZR17M/C (58W)
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Tyres Rear
160/60-ZR17M/C (69W)
BRAKES
ABS System Type
2-channel ABS
Type Front
320mm single wavy hydraulic disc with
2-piston caliper and sintered metal pads
Type Rear
240mm single wavy hydraulic disc with
single-piston caliper and resin mold
pads
INSTRUMENTS &
ELECTRICS
Instruments
Digital speedometer, digital bar-type
tachometer, clock, bar-type fuel meter,
two trip meters, gear position indicator,
‘instant’ and ‘average’ fuel consumption
and coolant temperature warning light.
Security System
HISS
Headlight
12V; 60W ´ 1 (high) / 55W ´ 1 (low)
Taillight
5W x 1
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under
standardised testing conditions prescribed by WMTC. Tests are conducted on a
rolling road using a standard version of the vehicle with only one rider and no
additional optional equipment. Actual fuel consumption may vary depending on how
you ride, how you maintain your vehicle, weather, road conditions, tire pressure,
installation of accessories, cargo, rider and passenger weight, and other factors.!
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